ES2806429T3 - Vehicle door operating device - Google Patents

Abstract

Vehicle door actuating device (6) with a) a holding and / or guiding element (19) for a vehicle door (4), b) a longitudinal actuator (46) that generates a longitudinal movement of the locking element clamping and / or guiding (19), c) a conversion gear (48) that converts the longitudinal movement of the clamping and / or guiding element (19) into a transverse movement, characterized in that d) the conversion gear (48) has a spindle drive (21) with da) a first spindle drive element moved in the longitudinal direction with the clamping and / or guide element (19) and db) a second spindle drive element which As a function of the longitudinal movement of the clamping and / or guide element (19), it is made to rotate with respect to the first spindle drive element, e) the conversion gear (48) presenting an oscillating rod (37) that is in connection drive with the second drive element The oscillating rod (37) can be pivoted about a pivot axis which is oriented in the direction of a longitudinal axis (7), and the oscillating rod (37) predefines a position of the clamping element and / or guiding (19) in the direction of a transverse axis (8) and f) the oscillating rod (37) forms a toggle lever (38) of an actuation by toggle levers (41).

Description

DESCRIPTION

Vehicle door operating device

Technical field of the invention

The invention relates to a vehicle door operating device for a vehicle door, for example a bus or a railway vehicle, which can be a single door or a double door. The vehicle door is moved with a longitudinal movement (especially parallel to the longitudinal axis of the vehicle) to free a door opening, for example for the loading and unloading of passengers. So that on the one hand it is ensured that in a closed position of the vehicle door, the vehicle door can be arranged substantially flush with the outer contour of the vehicle, but that on the other hand the opening movement is also possible with a Guiding the vehicle door passing in front of the outer contour of the vehicle, the longitudinal movement of the vehicle door is superimposed by a transverse movement of the vehicle door, especially lateral to the longitudinal axis of the vehicle, and / or a change in an angle of pivoting the vehicle door about a vertical axis of the vehicle.

State of the art

Document EP2184431A1 describes a vehicle door actuator in which the vehicle door is slidably guided on a support bar and can be moved in the longitudinal direction through a pneumatic adjustment cylinder. The support bar is fastened at its end on guide carriages which in turn are slidably supported on supports oriented in the transverse direction of the vehicle. In order to generate a transverse movement of the vehicle door, a transverse movement of the carriages is caused by means of an additional pneumatic adjustment cylinder and therefore also of the support bar and of the vehicle door attached to it. The additional pneumatic adjusting cylinder directly drives a carriage through an oscillating rod that can be pivoted about a vertical axis of the vehicle, such that the two carriages can be moved together by the additional pneumatic adjusting cylinder. For the coordination of the longitudinal movement and the transverse movement, a coordinated excitation of the two pneumatic adjusting cylinders is required.

Also according to document DE102013100004B3, a guide bar for the vehicle door is attached at its end to carriages that can slide relative to supports to generate a transverse movement. The guide bar forms in this case an annular piston, which is housed in a cylinder housing moved relative to the guide bar and the annular piston, in which the vehicle door is held. The longitudinal actuator for generating the longitudinal movement of the vehicle door is therefore here implemented as a fluid actuator with the immobile ring piston and the movable cylinder housing. To this end, pressure chambers are formed on both sides of the annular piston that act in the opposite way. By controlling the fluidic load of the pressure chambers, through control channels that run inside the guide bar, the longitudinal movement of the cylinder casing and therefore of the articulated joint point of the cylinder can be controlled. the vehicle door to the cylinder housing. No additional actuator is used to generate the transverse movement. Rather, the carriages for guiding the transverse movement are articulated, through a toggle lever mechanism, to a support device fixed to the vehicle. The pivot axes of the toggle lever mechanism are oriented in the direction of the vertical axis of the vehicle. The toggle lever mechanism is actuated via a tie rod. The coupling rod is hinged in its end zone to a toggle lever of the toggle lever mechanism. The tie rod is oriented parallel to the guide rod. In the other end zone, the tie rod extends through a bore in a driver made by an appendage of the cylinder housing. In intervals of movement of the vehicle door in which exclusively longitudinal movement occurs, the tie rod slides through the bore of the driver. Therefore, in this range of movement of the vehicle door, there is no actuation of the toggle lever mechanism and the transverse position of the guide bar does not change. In another range of movement of the vehicle door, especially in the range around the closed position, a terminal bead of the tie rod comes into contact with the driver. As a consequence of this contact, subsequent movement of the cylinder housing leads to actuation of the toggle lever mechanism. Actuation of the toggle lever mechanism causes the vehicle door to move transversely. For a mere longitudinal movement of the vehicle door, therefore, the toggle lever mechanism is not coupled to the movement of the cylinder casing, whereas to generate the lateral closing and opening movement, through the driver is produced a kinematic coupling of the movement of the vehicle door in the longitudinal direction and of the movement in the transverse direction.

Object of the invention

The invention has the object of providing a vehicle door actuator with alternative or improved possibilities for generating the transverse movement of the vehicle door.

Solution

The object of the invention is achieved according to the invention with the features of the independent claim. Other preferred embodiments according to the invention are set out in the dependent claims.

Description of the invention

The vehicle door operating device has a holding and / or guiding element on which the vehicle door is held and / or guided (directly or indirectly). Furthermore, in the vehicle door actuator there is a longitudinal actuator of any type of construction which generates (directly or indirectly) a longitudinal movement of the clamping and / or guiding element. It is possible for example that a longitudinal actuator of this type is made as described in document DE102013100004B3 or in patent application EP15157646.9-1607 not previously published. Furthermore, the vehicle door actuator has a conversion gear. The conversion gear is used to convert a longitudinal movement of the clamping and / or guide element into a transverse movement of the clamping and / or guide element.

According to the invention, the conversion gear has a spindle drive. In front of, behind or to the side of such a screw drive, additional kinematic connections or gear connections can be arranged. The screw drive has a first screw drive element and a second screw drive element. As long as the first spindle drive element moves with the clamping and / or guide element in the longitudinal direction, the second spindle drive element does not move in the longitudinal direction with the clamping and / or guide element. Rather, the second spindle drive member is rotated relative to the first spindle drive member as a function of the longitudinal movement of the clamping and / or guiding member. According to the concept of the spindle drive, then, different drive characteristics can be achieved in the conversion gear and thus between the adjustment stroke of the longitudinal actuator and the transverse stroke of the vehicle door. It is also possible to define by the spindle drive, through the adjustment stroke of the longitudinal actuator, variable transmission ratios between the longitudinal movement and the transverse movement. It is also possible, for example, that, starting from a closed position of the vehicle door, with the activation of the longitudinal actuator, the longitudinal movement of the clamping and / or guiding element is initially accompanied by a transverse movement thereof, thereby that initially the vehicle door opens transversely. Subsequently, the longitudinal actuator causes a longitudinal movement of the clamping and / or guide element without simultaneous transverse movement, during which the door opening is enlarged. Finally, at the end of the opening movement, a transverse movement can again be linked to the longitudinal movement, which is then however oriented in the direction of the longitudinal axis of the vehicle or of the outer surface of the vehicle, as a result of which the vehicle door returns to approach the outer surface of the vehicle and thus an open position results in which the vehicle door does not protrude much from the outer surface of the vehicle.

The rotational movement of the second spindle drive element, caused by the spindle drive, is used to generate the necessary transverse movement. According to the invention, the conversion gear has an oscillating rod. The oscillating rod is driven by the second spindle drive element. The oscillating rod can be pivoted about a pivot axis which is oriented in the direction of the longitudinal axis. The oscillating rod determines the transverse position of the clamping and / or guiding element. Although it is not essential, the oscillating rod can be directly non-rotatably connected to the second spindle drive element, such that the angle of rotation of the oscillating rod corresponds to the angle of rotation of the second spindle drive element. Then, depending on the length of the oscillating rod and the chosen lever ratios, any transmission of the rotational movement of the oscillating rod to the articulated clamping and / or guiding element (directly or indirectly) to the oscillating rod can occur. .

According to the invention, the rocker arm is a toggle lever of a toggle lever actuation. Such a toggle lever actuation converts in a simple manner a rotational movement of the oscillating rod, in particular of the first toggle lever, into a translational movement which can be used here to cause transverse movement. The dimension of the translational movement corresponds to the change in the distance of the two opposite bearings of the two toggle levers of the toggle lever actuation. Therefore, if the toggle lever that forms the rocker arm is connected, drive-wise, firmly to the spindle drive, and the end region opposite the elbow joint of the other toggle lever is coupled (directly or indirect) to a carriage to generate the transverse movement of the clamping and / or guide element, the transverse movement can be caused by actuation by toggle levers. An angle-dependent multiplication of the toggle lever operation can also be used advantageously for the vehicle door actuator. For example, depending on the kinematics of the toggle lever drive, the opening speed can be varied in the transverse direction, even if the spindle shaft is driven by the longitudinal drive at a constant speed. To mention just a non-restrictive example, starting from the closed position of the vehicle door, initially with an elbow angle of approximately 0 ° a small multiplication of the rotational movement of the oscillating rod to a transverse movement can occur, while for an elbow angle of 90 ° a large multiplication is effective, so that after a transverse movement initially slower, faster transverse movement occurs. The same is valid for the approach to a possible stretched position of the drive by toggle levers.

For the use of a toggle lever drive, the kinematics and the conversion gear ratio result from the cumulative superposition of the spindle drive on the one hand and the toggle lever drive on the other.

Preferably, the first spindle drive element is designed as a spindle nut, which is held in particular non-rotatably on the holding and / or guide element. On the other hand, the second screw drive element can be designed as a screw shaft, which is connected in particular non-rotatably to the oscillating rod. Another embodiment of the invention proposes that the spindle shaft is made with at least one spindle groove, preferably with two spindle grooves arranged on opposite sides of the spindle shaft. Then, according to the course of the spindle groove, the definition of the multiplication of the conversion gear, which varies through the longitudinal movement, for the conversion of the longitudinal movement of the clamping and / or guide element into transverse movement. Any course of the spindle groove of the spindle shaft is possible, as long as at least a partial section of the spindle groove extends helically around the spindle shaft.

According to a special proposal of the invention, the spindle groove has a spindle groove section that extends helically around a spindle axis. When the spindle nut is located in this spindle groove section, depending on the angle of inclination or the pitch of the spindle groove in this spindle groove section, a conversion of the longitudinal movement into the transverse movement takes place. Another spindle groove section is oriented parallel to the spindle axis, which has the consequence that in this spindle groove section, a longitudinal movement does not lead to a transverse movement, so that the transverse position of the spindle remains unchanged. clamping and / or guiding element in the region of this further spindle groove section.

The invention comprises embodiments in which

there is only one spindle groove, only one helical spindle groove section and one spindle groove section oriented parallel to the spindle axis,

- several spindle grooves are provided in the spindle shaft and / or

there are several spindle groove sections that extend helically around the spindle axis and / or several spindle groove sections oriented parallel to the spindle axis.

The construction of the spindle nut is optional. According to one proposal of the invention, the spindle nut is made with a driver. The driver engages in the spindle groove to produce the coupling effect between the spindle shaft and the spindle nut. The transmission of the moment that causes the spindle shaft to pivot occurs in the area of the contact surface between the driver and a groove wall of the spindle groove.

The realization of the contact between the driver and the spindle groove, which allows a relative movement, is optional. For example, a solid-body sliding contact can be used for this. For a selective influence on the contact forces, a reduction in friction and / or an increase in long-term durability, the driver can have at least one rolling element. The rolling body can roll in a groove wall of the spindle groove. For example, the rolling body can be designed as a sliding bushing which rotates around a pivot-shaped driver and the outer surface of which rolls in the groove wall of the spindle groove. It is also possible to use a cylindrical roller bearing between a pivot-shaped driver and the spindle groove.

Furthermore, it is also possible for the spindle nut and / or the driver to be completely attached to the clamping and / or guiding element. According to another embodiment of the vehicle door actuator, the spindle nut and the driver are held in the clamping and / or guiding element non-rotatably around the spindle axis (and especially without play with respect to the transmission of the turning movement). On the other hand, the spindle nut of the drivers has at least one degree of freedom or play with respect to the clamping and / or guiding element. In this way, eventually, it is possible to facilitate the mounting of the spindle nut and / or the driver on the clamping and / or guiding element. Likewise, it is possible that this measure reduces manufacturing tolerances and / or additionally avoids mechanical stress on the components.

It can be advantageous if the toggle lever actuation has a self-locking closed position. In this way, possibly, once produced, a closed position of the vehicle door can also be maintained without the application of additional clamping forces by the longitudinal actuator and / or without additional interlocking, which is also applicable if during the operation Oscillating wind forces act on the vehicle door or if, during the stop or movement of the vehicle, passengers or people in the vicinity of the vehicle exert opening forces on the vehicle door. But it is also It is possible that, in addition to the self-locking of the closed position, an additional alternative or redundant securing of the closed position takes place, especially by closing the pressure chambers of a longitudinal actuator designed as a hydraulic cylinder and / or of a retention device and / or additional interlocking of the vehicle door operating device.

Basically, the toggle lever operation can pass through any elbow angle during the adjustment stroke of the longitudinal actuator and during the transverse movement of the vehicle door. According to an embodiment according to the invention, with a maximum elbow angle, the toggle lever actuation is in the fully open transverse position. With a transverse movement of the clamping and / or guide element inwards, that is to say in the direction towards the longitudinal axis of the vehicle, the elbow angle is then reduced. According to this embodiment of the invention, the reduction of the elbow angle occurs on the way to the closed position beyond a elbow angle of 0 ° (slightly, for example, -1 ° to -15 °, - 2 ° to -10 ° or -3 ° to -7 °) to a minimum elbow angle. Upon reaching this minimum elbow angle, a toggle lever of the toggle lever actuation, preferably the toggle lever not formed by the rocker arm, is in contact with a stop. Further pivoting in one direction out of the elbow angle of 0 ° is therefore prevented by the stop. However, if opening forces act on the vehicle door or the clamping and / or guide element, these can cause the toggle lever actuation to move again in the opening direction, since the minimum bend angle is less than zero. In this way, a self-locking is produced in the closed position. While in the closed position, no transverse movement can be caused by the application of actuating forces on the vehicle door, the described closed position can be left when the longitudinal actuator is actuated which then causes via the conversion gear. with the spindle drive an increase of the knee angle from the minimum knee angle, through the zero knee angle, in the direction towards the maximum knee angle.

Preferably, in case an emergency opening of the vehicle door should be possible even without actuating the longitudinal actuator, a vehicle door actuating device according to the invention is proposed in which there is an opening device of emergency. According to an embodiment of the invention, the emergency opening device is supplied with energy by the longitudinal actuator, which is carried out in a controlled manner by the movement of the clamping and / or guiding element to the closed position by the actuator. Therefore, the emergency opening device can be designed as a "passive device" without its own source of energy and, possibly, also without an electronic control device for releasing the energy. In a situation of emergency opening regime, then, the emergency opening device can cause an opening movement of the clamping and / or guiding element, during which the described self-locking closing position can be abandoned. previously. If necessary, for a manual actuation of the emergency opening device, the longitudinal actuator can also be brought into a multistable position, in which the opposite-acting hydraulic pressure chambers are short-circuited. It is also possible that the emergency opening device has a spring-loaded adjusting cylinder, which can additionally be pneumatically actuated. With the movement of the clamping and / or guiding element to the closed position, the spring can then be tensioned, which then (without counter pneumatic load) can cause the opening movement of the clamping element in the emergency opening mode. and / or guidance.

Advantageous variants of the invention appear from the claims, the description and the drawings. The advantages of the characteristics and of the combinations of several characteristics, which have been mentioned in the description, are for example only and can be applied alternately or cumulatively, without the advantages necessarily having to be achieved by the embodiments according to the invention.

The characteristics mentioned in the claims and in the description will be understood in terms of their amount such that there is exactly this amount or an amount greater than the amount mentioned, without requiring the explicit use of the adverb "at least". That is, for example when talking about an element, it is understood that there are exactly one element, two elements or more elements. These characteristics can be complemented with other characteristics or be the only characteristics of which the respective product is composed.

The reference signs contained in the claims do not imply any limitation on the scope of the objects protected by the claims. They only serve the purpose of making the claims more understandable.

Brief description of the figures

In the following, the invention is further explained and described with the aid of preferred embodiments, represented in the figures.

Figure 1 shows in a three-dimensional representation a vehicle door actuator, here with two vehicle doors movable in opposite directions, in a closed position.

Figure 2 shows a detail II of the car door actuator according to Figure 1 in the closed position.

Figure 3 shows in a front view the vehicle door actuator according to Figures 1 and 2, in the closed position.

Figure 4 shows in a front view the vehicle door actuator according to Figures 1 to 3, but here in an open position.

Figure 5 shows a detail V, designated in Figure 2, of the vehicle door operating device according to Figures 1 to 4, in the closed position.

Figure 6 shows a detail of a cross section of the vehicle door actuator according to Figures 1 to 5, with a section course VI-VI according to Figure 5.

Figure 7 shows a detail VII, designated in Figure 6, of a cross section of the vehicle door actuator according to Figures 1 to 6.

Description of the figures

Figure 1 shows a door system 1 with a support and / or guide device 2 attached to a vehicle frame in the vicinity of a door opening or a door frame of a bus or a railway vehicle. . To simplify the representation, of the support and / or guide device 2 only an angular clamping device 3 is represented, while other components of the support and / or guide device 2, such as guide rails and the like for the door vehicle, are not represented.

According to the illustrated embodiment, the door system 1 has two vehicle doors 4, 5. The two vehicle doors 4, 5 can be opened and closed in the opposite way, without the two vehicle doors 4, 5 having to must open and / or close together or that two vehicle doors must be present in the door system 1.

For greater ease, hereinafter, a vehicle door operating device 6 according to the invention is described exclusively in relation to the vehicle door 4, while for the other vehicle door 5 of the door system 1 the same applies. analogous. A vehicle such as a bus or a railway vehicle can be provided with several door systems 1 of this type.

In the figures, a longitudinal axis 7 designates a longitudinal direction that is preferably oriented parallel to the longitudinal axis of the vehicle. A transverse axis 8 corresponds to a transverse direction which is oriented especially transversely with respect to the longitudinal axis of the vehicle. A vertical axis 9 characterizes a vertical axis of the vehicle. The vehicle door 4 extends (at least in the active closing position in FIG. 1) in the plane predefined by the longitudinal axis 7 and the vertical axis 9. For the opening of the vehicle door 4, a movement of the same moving away from the other vehicle door 5 in the direction of the longitudinal axis 7, to form between the vehicle doors 4, 5 an enlarging groove (until the formation of a gap for raising and / or lowering). For a counter movement in the direction of the longitudinal axis 7, a closing movement of the vehicle door 4 takes place. This opening or closing movement is superimposed by an opening movement in the direction of the transverse axis 8 or by a closing movement. oriented in the opposite direction to this. This transverse movement preferably occurs at the beginning of the opening movement of the vehicle door 4 along the longitudinal axis 7 and at the end of the closing movement of the vehicle door 4. The vehicle door 4 is supported, clamped and / or guided a in the support and / or guide device 2 via the vehicle door actuator 6. The vehicle door actuator 6 has a guide bar 10 for the vehicle doors 4, 5 respectively , 11. The guide bars 10, 11 are oriented parallel to the longitudinal axis 7. In their end zones, the guide bars 10, 11 are respectively fixed together to a carriage 12, 13. The carriages 12, 13 are guided through transverse guide bars14 oriented in the direction of the transverse axis 8, in such a way that a transverse movement of the carriages 12, 13 and therefore of the guide bars 10, 11 in the direction of the transverse axis is possible nsversal 8. Through compensation devices 15, 16, during assembly not only an orientation of the transverse guide bars 14 can be changed, but also some compensating movement of the transverse guide bars 14 is possible. for which the orientation of the transverse guide bars 14 may deviate slightly from the transverse axis 8. This compensating movement may be necessary especially if the vehicle doors 4, 5 and the carriages 12, 13 are not moved together, thereby A small change in angle of the guide bars 10, 11 with respect to the longitudinal axis may result. The carriages 12, 13 with the transverse guide bars 14 respectively form a transverse guide device 17 for the guide bars 10, 11. The guide bars 10, 11 each carry an annular piston which cannot be seen here. An annular piston rigidly attached to guide rod 10 is housed in cylinder housing 18. Cylinder housing 18 It can slide with respect to the guide bar 10 in the direction of the longitudinal axis 7 and delimits in its interior on both sides of the annular piston hydraulic pressure chambers, the volume of which varies according to the sliding along the longitudinal axis 8. By means of the load hydraulics of the pressure chambers through hydraulic channels that can run inside the guide bar 10 a sliding of the cylinder housing 18 along the longitudinal axis 7 can be controlled. The cylinder housing 18 forms an element clamping and / or guiding element 19, or a clamping and / or guiding element 19 is clamped (directly or indirectly) in the cylinder housing 18. The clamping and / or guiding element 19 is fixed , via a support arm 20, to an upper end region of the vehicle door 4. A longitudinal guide device 20 is formed with the guide bar 10 and the annular piston as well as the cylinder housing 18.

For the opening of the vehicle door 4 from the closed position according to figure 1, first of all, a simultaneous movement occurs along the longitudinal guide device 20 and the transverse guide device 17. As for more details relative to the transverse guide device 17 and / or the longitudinal guide device 20, especially relative to the construction components and their active connections, to the interaction between the transverse guide bars 14 and the carriages 12, 14, to the operating mode of the compensation device 15, 16, to the interaction of the cylinder housing 18 with the annular piston and guide rod 10 and to the hydraulic load of the pressure chambers formed in the cylinder housing 18, and to the hydraulic control circuit, Reference is made to document DE102013100003A1, the pertinent description of which becomes the subject of this patent application.

Between the longitudinal guide device 20 and the transverse guide device 17, a spindle drive 21 acts as follows: A spindle nut 22 of the spindle drive 21 is fastened to the clamping and / or guide element 19 at least non-rotatably about the longitudinal axis 7. A spindle shaft 23 of the spindle drive 21 is oriented parallel to the longitudinal axis 7 and extends past a through cavity 24 of the spindle nut 22. The spindle shaft 23 has two spindle grooves 25, 26 arranged on opposite sides and laterally delimited by groove walls 50. In a spindle groove section 27, the spindle grooves 25, 26 extend helically with a constant or variable pitch around of a spindle axis of the spindle shaft 23. In contrast, in a spindle groove section 28, the spindle grooves 25, 26 are oriented parallel with respect to a spindle axis. spindle of the spindle shaft 23 or parallel to the longitudinal axis 7, such that here the spindle grooves 25, 26 do not extend helically around the spindle shaft 23. As can be seen especially in FIG. 6, the spindle nut 22 has drivers 29, 30. The drivers 29, 30 engage each other on opposite sides in an assigned spindle groove 25, 26. A movement of the clamping and / or guide element 19 in the direction of the longitudinal axis 7 as a result of the hydraulic load of the longitudinal guide device 20 or of the longitudinal actuator in the spindle groove section 27 has the consequence that according to the Helical entanglement of the screw shaft 23 by the screw grooves 25, 26, the drivers 29, 30 twist the screw shaft 23 about its screw axis. The interaction between the spindle nut 22 and the spindle shaft 23 therefore has the consequence that in the spindle groove section 27, a translational movement of the clamping and / or guiding element 19 is converted into a rotary movement. of the screw shaft 23. According to the illustrated embodiment, the drivers 29, 30 respectively form pivots 31, 32, on which a rolling body 33, 34 is rotatably supported, in this case a sliding bushing 35, 36. Rolling bodies 33, 34 roll in groove walls 50 of spindle grooves 25, 26. Spindle shaft 23 is supported in a rotary end region on the assigned carriage 12. According to the illustrated embodiment, the other end region of the spindle shaft 23 is rotatably connected relative to the spindle shaft which is assigned to the guide bar 11 and to the other vehicle door 5 (see FIG. 5). It is possible, for example, that a pivot oriented in the direction of the screw axis of the screw shaft 23 is accommodated in a correspondingly dimensioned front bore of the other screw shaft, a sliding guide being formed. For this embodiment, the two spindle shafts assigned to the vehicle doors can therefore move relative to each other, which is necessary when the two vehicle doors are to be moved independently of each other. If this is not the case, a continuous spindle shaft can also be used which then defines the transverse movement for both vehicle doors.

An end region of the spindle shaft 23, which protrudes from the carriage 12, is non-rotatably connected to an oscillating rod 37 which forms a first toggle lever 38. Thus, with the rotational movement of the spindle shaft 23, the lever The toggle 38 rotates about a pivot axis oriented in the direction of the longitudinal axis 7. Through an elbow joint 39, the toggle 38 is connected to a further to the angle lever 40. The end zone, opposite to the elbow joint 39, of the toggle lever 40, in turn, is articulated to the transverse guide bar 14, in such a way that this articulated connection point can be moved (slightly) also through of the compensation device 16. The toggle lever 38, 40 and the elbow joint 39 form a drive by toggle levers 41, the pivot axes of which are oriented parallel to the longitudinal axis 7.

The mode of operation of the vehicle door actuator 6 is as follows:

Figure 3 shows the vehicle door actuator 6 in the closed position in which the vehicle door 4 is pressed against a door frame and is as close as possible in the clockwise direction. vehicle door 5. In this closed position, the toggle levers 38, 40 form a minimum elbow angle 42a that is slightly less than 0 ° (for example, in the range of -5 ° to -10 °). A further reduction of the elbow angle 42 in the direction towards an even smaller elbow angle is not possible, since, in this direction, the toggle lever 40 is in contact with a stop 43. According to the illustrated embodiment, the lever elbow 40 is made curved and the stop 43 is formed by an appendix 44 of the spindle shaft 23 or is arranged at least coaxially with respect to the spindle shaft 23. As a consequence of the minimum angle angle 42a, slightly less than 0 ° , an actuation force acting on the vehicle door 4 in the opening direction cannot lead to an increase in the elbow angle 42. Rather, the actuation force has the consequence that the pressing force of the lever increases angled 40 against the stop 43. The operating position of the toggle lever 41, which is represented in FIG. 3, therefore constitutes a self-locking closing position in which the door of vehicle 4 is secured against unintentional or unauthorized opening.

If the clamping and / or guide element 19 moves from the closed position according to FIG. 3, as a result of the hydraulic load of the cylinder housing 18, the engagement of the drivers 29, 30 in the spindle grooves 25 , 26 in the spindle groove section 27 has the consequence that the spindle shaft 23 is rotated. This in turn has the consequence that starting from FIG. 3, the minimum elbow angle 42a increases beyond a 0 ° dead center angle, by turning the toggle 38 counterclockwise. When the drivers 29, 30 reach the transition zone between the spindle groove sections 27, 28, the elbow angle 42 has reached a maximum elbow angle 42b which, according to the exemplary embodiment, corresponds almost to the stretched position of the drive by toggle levers 41, preferably with a maximum bend angle 42b of 160 to 178 °. If, for greater ease, the starting position is in the closed position according to figure 3, the elbow angle 42 is approx. 0 °, while in the opening position according to figure 4 the elbow angle 42 is 180 °, this actuation of the drive by toggle levers 41 is accompanied by a sliding of the carriage 12 which very approximately corresponds to twice the length of the toggle lever 38 (in which case, if necessary, an inclination of the two toggle levers in the mentioned positions with respect to the axis of movement of the carriage 12 has to be taken into account and additionally taken into account different elbow angles 42 in the open and closed positions).

For a subsequent further movement of the clamping and / or guide element 19 as a result of the controlled hydraulic loading of the cylinder housing 18, the drivers 29, 30 move in the spindle groove section 28, so that then no There is no further rotation of the spindle shaft 23, so that the actuation by toggle levers 41 does not change its elbow angle 42 either, and the carriage 12 does not change its position in the direction of the transverse axis 8.

Depending on the configuration of the course of the spindle groove 25, 26, a desired kinematics for the transmission characteristic of the longitudinal movement of the clamping and / or guide element 19 to the rotational movement of the spindle shaft 23 can be predefined by construction and therefore to the transversal movement.

In case the vehicle door actuator 6 is used in connection with a double door according to FIG. 1, simultaneous loading can be carried out by hydraulic cylinders assigned to the two vehicle doors 4, 5. With a corresponding embodiment of the spindle drives for the two vehicle doors 4, 5, therefore, a common movement of the vehicle doors 4, 5 then occurs both in the transverse direction 8 and in the longitudinal direction 7. But it is also possible that produces only an individual excitation of a hydraulic cylinder of a vehicle door 4, while the hydraulic cylinder of the other vehicle door 5 is not excited to cause a sliding in the direction of the longitudinal axis 7. In this case, the orientation of the guide bars 10, 11 with respect to the longitudinal axis 7 with their pivoting around the vertical axis 9, which has the consequence that the door The vehicle door 4 can be made to pass laterally in front of the vehicle frame, without necessarily requiring the simultaneous opening of the vehicle door 5. For further details in this regard, reference is made to document DE102013100004B3.

It is also possible that in the spindle groove section 27, the movement of the clamping and / or guide element 19 along the longitudinal axis 7 through the drivers 29, 30, the spindle grooves 25, 26, the actuation by toggle levers 41 and the carriage 12 is coupled, through a suitable actuation joint, to a rotary movement of a rotary column 45, to which another hinge point of the vehicle door 4 is articulated in a known manner .

With the ring piston, guide rod 10 and pressure chambers, the cylinder housing 18 forms a longitudinal actuator 46, which is designed as a double-acting hydraulic cylinder with a stationary ring piston and a moved cylinder housing.

A conversion gear 48 which converts a longitudinal movement of the clamping and / or guide element 19 into a transverse movement of the clamping and / or guide element 19 has, on the one hand, the spindle drive 21 and, on the other hand, the drive by toggle levers 41.

In the context of the invention, by "direction of an axis ..." is understood a direction parallel or coaxial to the axis mentioned. With regard to the complex degrees of freedom of movement of the components involved here, for which a movement, for example along the longitudinal axis 7, can also result in an inclined position of the guide bars 10, 11 and / or of the vehicle doors 4, 5 with a rotation around the vertical axis 9, a "direction of the longitudinal axis" or a "longitudinal movement" comprises not only a direction that is oriented exactly in the direction of the longitudinal axis of the vehicle, but also inclined directions slightly relative to it according to the kinematics of gate system 1.

Optionally, the vehicle door operating device 6 can have an emergency opening device 49 (see FIG. 1). According to the illustrated embodiment, the emergency opening device 49 is designed as a spring cylinder. As the cylinder housing 18 approaches the closed position, it loads the emergency opening device 49, in such a way that with increasing movement in the direction of the closing position the spring of the opening device is tensioned. emergency 49. When an emergency opening device of the door system 1 is actuated, for which for example the pressure chambers of the hydraulic cylinder 47 are short-circuited, the spring of the emergency opening device 49 can move the housing cylinder 18 causing it to come out of the closed position, whereby the spring of the emergency opening device 49 presses fluid from one pressure chamber of the hydraulic cylinder 47 to the other pressure chamber. Thus, despite the self-locking effect of the toggle lever operation 41, for such an emergency opening actuation the vehicle door 4 can be opened at least as much as between the vehicle doors 4, 5 a gap results. Then, it is possible to insert the hand into this gap and manually pull the vehicle door 4 opening it further. It is possible that the emergency opening device 49 is made with a pneumatically charged spring piston, so that the emergency opening device 49 can be additionally actuated pneumatically.

In figure 2 it can be seen that for the non-rotating connection between the clamping and / or guide element 19 and the spindle nut 22, the clamping and / or guide element 19 has a guide groove oriented in the direction of the vertical axis 9. Looking in the direction of the vertical axis, the spindle nut 22 has an outer contour in the shape of a T, the passage cavity 24 being arranged in the area of the vertical flange of the T. The transverse flange of the T is housed in the guide groove formed by the clamping and / or guide element 19. The meshing of the transverse flange of the T by geometric connection in the guide groove guarantees the non-rotating connection between the spindle nut 22 and the element clamping and / or guiding 19 for rotation about the longitudinal axis 7. A play in this joint may not interfere with additional degrees of freedom in the joint between the spindle nut 22 and the clamping element and / or guide 19. Preferably, the spindle nut 22 is only inserted from above into the guide groove of the clamping and / or guiding element 19, without additional securing such as a threaded connection between the spindle nut 22 and the clamping element and / or guidance 19.

It is possible that the clamping and / or guide element 19 has in front of the guide bar 10, 11 assigned a degree of freedom of rotation around the longitudinal axis of the guide bar 10, 11. This degree of freedom can be used for additional tolerance compensation. Possibly, a certain inclined position of the vehicle door 4, 5 is also selectively realized taking advantage of this degree of freedom, which for example can be carried out to allow an external lighting arranged on the vehicle door to act.

List of reference signs

1 Door system

2 Support and / or guide device

3 Clamping device

4 Vehicle door

5 Vehicle door

6 Vehicle door operating device

7 Longitudinal axis

8 Transverse axis

9 Vertical axis

10 Guide bar

11 Guide bar

12 Cart

13 Car

14 Cross guide bar

15 Compensation device

16 Compensation device

17 Cross guidance device

18 Cylinder housing

19 Clamping and / or guiding element

20 Longitudinal guide device

21 Spindle drive

Spindle nut

Spindle tree

Passage cavity

Spindle groove

Spindle groove

Spindle groove section (helical) Spindle groove section (non-helical) Driver

Dragger

Pivot

Pivot

Rolling body

Rolling body

Sliding bushing

Sliding bushing

Oscillating connecting rod

Angled lever

Elbow joint

Angled lever

Toggle lever actuation Elbow angle

Stop

Appendix

Rotating column

Longitudinal actuator

Hydraulic cylinder

Conversion gear

Emergency opening device Slot wall

Claims (10)

1. Vehicle door operating device (6) with a) a fastening and / or guiding element (19) for a vehicle door (4), b) a longitudinal actuator (46) that generates a longitudinal movement of the clamping and / or guiding element (19), c) a conversion gear (48) that converts the longitudinal movement of the clamping and / or guiding element (19) into a transverse movement, characterized by what d) the conversion gear (48) has a spindle drive (21) with da) a first spindle drive element moved in the longitudinal direction with the clamping and / or guiding element (19) and db) a second spindle drive element which, depending on the longitudinal movement of the clamping and / or guide element (19), is rotated relative to the first spindle drive element, e) With the conversion gear (48) presenting an oscillating rod (37) which is in drive connection with the second spindle drive element, the oscillating rod (37) can be pivoted about a pivot axis which is oriented in the same direction. the direction of a longitudinal axis (7), and the oscillating rod (37) predefines a position of the clamping and / or guiding element (19) in the direction of a transverse axis (8) and f) the oscillating rod (37) forms a toggle lever (38) of an operation by toggle levers (41). Vehicle door drive device (6) according to claim 1, characterized in that the first spindle drive element is designed as a spindle nut (22) and the second spindle drive element is designed as a screw shaft. (2. 3). Vehicle door drive device (6) according to claim 2, characterized in that the spindle shaft (23) is formed with at least one spindle groove (25, 26). Vehicle door actuator (6) according to claim 3, characterized in that the spindle groove (25, 26) has a) a spindle groove section (28) extending helically about the spindle axis as well as b) a spindle groove section (28) oriented parallel to the spindle axis. Vehicle door drive device (6) according to claims 3 or 4, characterized in that the spindle nut (22) is made with a driver (29, 30) that engages in the spindle groove (25, 26 ). Vehicle door actuating device (6) according to claim 5, characterized in that the driver (29, 30) has a rolling body (33, 34) that rolls in a groove wall (50) of the groove of spindle (25, 26). Vehicle door operating device (6) according to one of Claims 2 to 6, characterized in that the spindle nut (22) and / or the driver (29, 30) are fastened to the clamping element and / or guided (19) a) non-rotatably around the spindle axis and b) with at least one degree of freedom or one set. Vehicle door actuating device (6) according to one of the preceding claims, characterized in that the toggle lever actuation (41) has a self-locking closed position. Vehicle door actuating device (6) according to claim 8, characterized in that the actuation by elbow levers (41) can be made to pass from a maximum elbow angle (42b) in the direction of the closed position, beyond a knee angle of zero, to a minimum knee angle (42a), for which a toggle lever (40) of the toggle lever actuation (41) is in contact with a stop (43). Vehicle door operating device (6) according to claims 8 or 9, characterized in that there is an emergency opening device (49) that is supplied with energy by the movement of the clamping and / or guiding element ( 19) to the closed position by the longitudinal actuator (46) and that in a situation of emergency opening regime causes an opening movement of the clamping and / or guiding element (19), during which the position is left closure made in a self-locking way.